Motor-vehicle.



No. 636,049. Patented- 00f. 3|, I899. E. H. KOBSMEYEB. MOTOR VEHICLE.

(Application file Jan. 18, 1899.)

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No. 636,049; Patented 0a.. 3|, I899. E. H. KORSMEYER.

MOTOR VEHICLE.

(Application filed Jan. 16, 1899.)

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No. 636,049. Patented w. ,31, I899.

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MOTOR VEHICLE.

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Patented Oct. 31,1899. E; H. KOBSMEYER.

MOTOR VEHICLE.

(Application filed. Jan. 16, 1899.)

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ERNST H. KORSMEYEB, OF HIGGINSVILLE, MISSOURI, ASSIGNORDF ONE- HALF TO FRITZ LANGKRAHR, OF SAME PLACE.

MOTOR-VEHICLE.

SPECIFICATION forming 'partof Letters Patent No. 636,049, dated October 31, 1899.

Application filed January 16, 1899. Serial No. 702,231. (No model.)

To all whom it may concern.-

Be it known that I, ERNST H. 'KORSMEYER,, a resident of 'Higginsville, in the county of Lafayette, State of Missouri, have invented certain new and useful Improvements in M0- tor-Vehicles, of which I do declare the following to be a full, clear, and exact description, reference being bad to the accompanying drawings, and particularly pointed out in the claims at the end of this specification.

The present invention is designed primarily to provide a simple and efii'ective construction of locomotive adapted to be driven by a gasolene or like explosive engine.

In the accompanying drawings I have illustrated my invention as applied to a locomotive adapted to travel upon the tracks of a railway; but it is obvious that the invention can be applied also in connection with other types of vehicles. I therefore do not wish the invention to be understood as restricted to a motor-vehicle of the exact construction hereinafter described, nor do I wish it to be understood as limited to the precise details of construction set out, since obviously these may be varied by the skilled mechanic without departure from the invention.

Figure 1 is a view in side elevation of a locomotive gasolene-engine embodying my invention. Fig. 2 is a view in horizontal section on a lineof the axles of the carryingwheels. Fig. 3 is a view in vertical cross-section on the line of the main crank-shaft. Fig. at is a detail view, in vertical section, through the journal-brackets of the front carryingwheels. Fig. 5 is a view in central vertical section through the main frame where the front axle passes, the spring-cap, the spring, and the shaft being omitted. Fig. 6 is a view in side elevation, the engine being removed and parts being shown in vertical section. Fig. 7 is a detail view in side elevation, showing the operating-lever, means for locking the same, and a part of the upper portion of the main frame. Fig. 8 is a detail view, in rear elevation, of the lever mechanism mounted upon the main crank-shaft. Fig. 9 is a detail plan view showing the hand-lever for starting the locomotive and showing the grip-lever attached thereto.

The frame or body of the locomotive-engine is shown as comprising the main horizontal portion A and a vertical portion A, this main frame being formed, preferably, of cast metal. In the side plates of the main frame A are formed openings, through which passes the front axle B, upon the ends of which are the wheels B and B these wheels being flanged if the locomotive is to be used upon a railway. Upon each side'of the main frame A are bolted the brackets O, that are preferably formed as castings having slots or seats 0 (see Fig. 5) to receive trunnion-studs d, that projeot laterally from the bearing-blocks D, that encircle the axle B. The brackets O at one side of the main frame will be formed with simple seats for the trunnions d, as seen in Fig. 6, while the brackets O at the opposite side of the main frame will be formed with oblong slots 0, for the purpose to be presently stated. At one side of the main framefor example, the right-hand side-the brackets C will have bolted thereto a cap 0, within which is held a coiled spring 0 that sets over a stud projecting from the top of the corresponding journal-block D, while the brackets at the opposite side of the machine will be formed simply with plane seats to receive the trunnion-studs d of the corresponding journal-block D, and at such point no spring need be employed above the axle. My purpose in thus providing the coiled spring C between the journal-box and one end of the axle of the main frame is to so support the frame as to insure the proper bearing of the wheels B and B upon the rails notwithstanding any irregularities of the track, and it is manifest that if a depression or elevation should occur in one track, thereby lowering or lifting the corresponding wheel, the spring 0 will insure the bearing of both wheels upon the rails. The rear axle E, that carries the wheels E and E is shown as journaled in suitable bearings e, that are bolted to the rear wall of the main frame of the machine. (See Figs. 2 and 6.)

Upon the axle B is fixed a gear-wheel B and upon the rear axle E is fixed asimilar gear-wheel E and these gear-wheels are in constant engagement through the medium of a gear-wheel F, that is carried by a shaft F, journaled in suitable bearings f, bolted to the upright part of the main frame, it being understood, of course, that the main frame is suitably slotted to permit the shaft F to pass therethrough. Revolution is imparted to the train of gear-wheels 13 F E by a pinion G, that is journaled on a suitable stud-axle g, that projects outwardly from an arm h, depending from and preferably formed in piece with a sleeve or collar H, that is mounted upon the long bearing-hub a, through which passes the main crank-shaft J. The pinion G has formed in piece therewith and suitably fixed thereto a gear-wheel G, that meshes with a pinion 7;, formed on or attached to the hub of one of the members K of a clutch, the opposite member of this clutch consisting, preferably, of a ring K, having a conical inner face and by preference formed in piece with a fly-wheel K The fiy-wheel K is keyed to the crank-shaft J, and between the hub of the fly-wheel and the hub of the clutch l member K is interposed a coiled spring L, which tends to separate the cone-rim K of the clutch member or wheel K of the corresponding face of the cone-faced ring K. Upon the hub a of the crank-shaft J at the outer end of the sleeve or collar H is placed a ring 7L2, whereby the sleeve or collar II is retained in place. From the hub or collar 11 extends a hand-lever H, having conveniently connected thereto a grip-lever 11 the lower bent end of which extends through a hole in the lever H and is adapted to enter one of three openings a, formed in the top part A of the main frame.

From the construction of parts as thus far defined it will be seen that when the handlever II is in the position shown in Fig. 6 of the drawings the pinion G will bein engagement with the gear-wheel E on the rear axle, and this will be the position of the pinion when the locomotive is to be driven in backward direction. If it is desired to reverse the direction of travel of the locomotive,the handlever 11 will be shifted rearwardly from the position shown in Fig. (3 until the pinion Gr engages with the gear-wheel F, and the handlever II will be held in either position to which it may be turned by means of the grip lever H Manifestly when the hand-lever H is shifted to the central position (seen in Fig. 7) the pinion G will be disconnected from both the gear-wheels F and E and will therefore not permit rotation to the driving-wheels of the locomotive.

Between the hub L of the clutch member or wheel K and the flange j of the main crankshaft J are placed the rings M and M, the abutting faces of these rings or collars being formed with inclined surfaces or teeth m, as clearly shown in Fig. 8 of the drawings. Preferably a ring N will be interposed between the ring M and the hub 70, and a similar ring N will be interposed between the flange j and the ring M, the opposing faces of the rings M and N and the opposing faces of the rings M and N being formed with grooves to receive bearing-balls, as shown in Fig. 3 of the drawings. The ring M will be rigidly connected,as by an arm m, to the upright part A of the main frame, (see Fig. 6,) and from the ring M will extend a hand-lever M whereby the ring M may be turned. The hand-lever M will be provided with a griplever M pivotally connected thereto, as at M (see Fig. 9,) the inner end of this griplever being adapted to engage a segmental rack-plate a, that is bolted to the top of the upright part A of the main frame.

From the foregoing description it will be seen that when it is desired to start the locomotive (it being assumed that revolution has been imparted to the crank-shaft J from the engine) the operator will turn the hand-lever M in upward direction, (see Fig. (3,) thereby causing the teeth of the movable ring M to ride against the inclined teeth of the fixed ring M and force the friction member or wheel K outward until its cone-rim bears against the conical face of the ring K of the fly-wheel K Revolution will then be transmitted from the fiy-wheel to the clutch member or wheel K, its pinion 7c, and thence by hand-lever II and pinion G to the train of gears B, F, and E and to the wheels of the locomotive. The direction of travel of the locomotive will be determined by the shifting of the pinion G by means of the hand-lever H, in the manner hereinbefore described.

Upon the top of the main frame A is mounted the cylinder P of a gasolene or like explosive engine, this engine being preferably the same in general construction as that set forth in my application for Letters Patent filed by me in the United States Patent Office under date of November 18, 1896, Serial No. 612,576. The front end of the cylinder P has its piston connected to a cross-head p, from the ends of which lead rods 1) to the portions j of the crank-shaft J. The piston within the rear part of the cylinder P will be connected by a piston-rod with the central portion of the crank-shaft. The cross-head 19 at the front of the piston will be supported by links 19 that are pivoted to an extension A bolted to the front of the main frame. The construction of the cylinder P, its pistons, and the manner of connecting the pistons to the crank-shaft and as well also the manner of sustaining the cross-head of the piston-rod is the same as set forth in an application for Letters Patent executed by me of even date herewith and filed in the United .States Patent Office on the 16th day of January, A. D. 1899. The crank-shaf t J is shown as provided with a fly-wheel R at is right-hand end, and a pinion s, mounted on the crank-shaft, meshes with a gear-wheel s, that is keyed to a shaft S, journaled in the main frame. The shaftS serves to operate the Valve mechanism of the engine and as well also to operate theigniter mechanism whereby is produced the necessary spark for exploding the charge within the cylinder of the engine.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. The combination with the main frame and with the front carrying-wheels and their axles, of j ournal-blocks for said axles provided with pins or trunnions, brackets attached to said main frame and having chambers to receive said pins or trunnions, a cap arranged above one of said j ournal-blocks and a spring within said cap.

2. In apparatus of the character described, the combination with the main frame and wheels for sustaining said frame, of a gearwheel suitably connected with one of said wheels to drive the same, another gear-wheel constantly engaging said first=mentioned gearwheel, a pinion adapted to be thrown into engagement with either of said gear-wheels, a swinging, frame whereby said pinion is carried, means for shifting said swinging frame, a main drive-shaft and suitable means whereby said pinion is geared to said main driveshaft.

3. The combination with the main frame and with the front and rear wheels and their axles, of a train of gearing connecting said front and rear axles, a main drive-shaft and a shifting pinion in constant gear with said main drive-shaft and a movable frame whereby said shifting pinion is carried and Whereby it may be caused to engage with either of two gear-wheels. r

4. In apparatus of the character described, the combination with the main frame and the pairs of wheels whereby said frame is carried, of gear-wheels mounted upon the axles of said carrying-wheels, a gear-wheel intermediate the gear-wheels on the axles, a shifting pinion adapted to be thrown into engagement with one of said axle gear-wheels or with the gear-wheel intermediate the axles,'a swinging frame whereby said shifting pinion is car= ried and a lever whereby said swinging frame may be operated.

ERNST H. KORSMEYER.

Witnesses: I

EDWARD W. KRUSE, FRITZ LANGKRAHR. 

